Vehicle pneumatic tires

Abstract

The invention relates to a vehicle pneumatic tire (1) comprising two sidewalls (2) connected to each other via a tread, and a tire carcass (3) with bead areas (5) arranged in the sidewalls (2), wherein the first and / or second bead area (5) is additionally connected to a relative outer helix area (6) which anchors the tire carcass (3) by wrapping around a bead core (4) arranged on the corresponding bead area (5), wherein a reinforcing element (13) with two mutually folded reinforcing sections (13a, 13b) and two free ends (15, 16) is arranged in the area of ​​the helix area (6), such that a first fold (8) of the reinforcing element (13) is arranged radially outside the bead core (4) and at a freely extending carcass end (7) of the helix area (6), and wherein the respective free end (15,16) of the reinforcing element (13) either ends in a region (9) radially within the bead core (4) or at a height corresponding to 0.7 to 1.3 times the radial height of the carcass end (7).

Description

[0001] The invention relates to a vehicle pneumatic tire comprising a tread, which is intended for subsequent contact with the road surface and usually has a profile, and two sidewalls, wherein the sidewalls are each connected to the tread via a tire shoulder.

[0002] The tire carcass is integrated into the tread and sidewalls, with bead areas in the sidewalls. Looking at the cross-section of the tire, the carcass has several sections: a central section located radially within the tread, a transition or shoulder section at the tire shoulder, and a bead area in the sidewall. Circumferentially, the tire carcass is designed as a ring-shaped component that typically extends around the entire tire.

[0003] The bead areas of the tire carcass, together with the bead core, provide the necessary stability during the use of the pneumatic tire. The bead core is designed to secure the tire to a correspondingly shaped seating surface on the rim. Each bead area can also be connected to a relatively externally located bead area, which anchors the tire carcass by wrapping around a bead core located on the corresponding bead area.

[0004] Vehicle tires are subjected to a variety of mechanical stresses during operation. For example, a tire can roll over an obstacle such as a pothole or a curb. Particularly when a tire strikes an obstacle edge at a near-perpendicular angle, it is subjected to significant stress and deformation. This causes the tire's sidewall to be radially compressed or pinched between the rim flange and the obstacle. This results in high localized forces that can lead to tire failure.

[0005] To counteract this, it is known to incorporate reinforcements in the bead areas. These reinforcements serve, among other things, to prevent delamination of the turned-up end sections of the tire carcass due to higher stresses in these areas during driving. The bead area typically contains a sharp end of the tire carcass (the so-called ply turn-up end), which is often the starting point for load-related damage to the tire. During operation, the bead area undergoes cyclic bending deformation, leading to a concentrated strain / stress at the ply turn-up end. This deformation is concentrated in this area not only due to the cyclic bending deformation but also due to the significant change in material stiffness (from steel to rubber).

[0006] The object of the present invention is to provide a pneumatic tire for vehicles with improved stiffness in the sidewalls, particularly in the beads. This object is achieved by the respective subject matter of claim 1. Preferred embodiments are the subject matter of the dependent claims.

[0007] A vehicle pneumatic tire according to the invention comprises two sidewalls connected to each other via a tread, and a tire carcass with bead areas arranged in the sidewalls, wherein the first and / or second bead area is additionally connected to a relative outer fold area which anchors the tire carcass by wrapping around a bead core arranged on the corresponding bead area, wherein a reinforcing element with at least two mutually folded reinforcing sections and two free ends is arranged in the area of ​​the fold area, such that a first fold of the reinforcing element is arranged radially outside the bead core and at a free-running carcass end of the fold area, and wherein the respective free end of the reinforcing element ends either in an area radially inside the bead core or at a height corresponding to 0.7 to 1.3 times the radial height of the carcass end.In other words, the tire carcass encloses the respective bead core with its associated tread area. In cross-sectional view of the tire, the tread area comprises a first, essentially axially extending sub-section located radially inside the bead core with respect to the tire's axis of rotation, and a second, essentially radially extending sub-section located on the opposite side of the bead core with respect to the inner liner of the tire. The tread area is integrally connected to the bead area, with both the bead area and the tread area forming part of the tire carcass.

[0008] The reinforcing element is designed to stiffen the bead of the vehicle tire. The extension of the reinforcing element is defined by at least one initial fold, at which the direction of the reinforcing element's extension changes. At the bead end, the reinforcing element provides at least a double-layer stiffening of the bead end, particularly of the carcass end, thereby increasing the overall stiffness of the bead of the respective sidewall. The reinforcing element can be made of steel or another material with similar strength properties.

[0009] Each pair of adjacent reinforcement sections is connected via the first fold. If the reinforcement element, which is separate with respect to the tire carcass's pivot area, has exactly two reinforcement sections, these are connected via the first fold. In this case, the first reinforcement section has the first free end of the reinforcement element, and the second reinforcement section has the second free end. Thus, the reinforcement element comprises a first reinforcement section with a first free end and a second reinforcement section with a second free end, which is integrally connected to it via the first fold.

[0010] The reinforcing element with its reinforcing sections is designed, folded, and shaped in relation to the bead core such that the respective free end either extends radially within the bead core or is guided into the area radially within the bead core, or extends radially outside the bead core at a height corresponding to 0.7 to 1.3 times the radial height of the carcass end. The reinforcing element is looped or folded around the bead core.

[0011] Two successive reinforcement sections can be arranged and connected via a corresponding fold such that one reinforcement section fits snugly against the other. Alternatively, two successive reinforcement sections can be separated, meaning, for example, that the first and second reinforcement sections are spaced apart, allowing material from the tire to penetrate into the space between the reinforcement sections.

[0012] Alternatively or additionally, the reinforcing element can be positioned close to a section of the transfer area with at least one reinforcing section or spaced apart from it.

[0013] If the respective free end terminates radially within the bead core, then it lies within the region radially within the bead core. This region is limited by the axial length of the bead core with respect to the vehicle tire's axis of rotation. Thus, the "region radially within the bead core" extends along the axial length of the bead core with respect to the longitudinal or rotational axis of the vehicle tire. If the respective free end terminates radially outside the bead core, the respective free end can either extend within a region limited by the axial length of the bead core with respect to the vehicle tire's axis of rotation, or it can terminate laterally from the bead core, in both cases at a height corresponding to 0.7 to 1.3 times the radial height of the carcass end. Preferably, the radial height of the free end of the reinforcing element corresponds to the radial height of the carcass end.The radial height is to be understood as the radial distance between the inner circumference of the sidewall or the vehicle tire and a desired point of the vehicle tire, in particular the sidewall, such as the tip of the carcass end and / or the free end of the reinforcing element.

[0014] The folding is understood as a layer fold of the reinforcing element, where a first layer or, for example, a first reinforcing section is folded over or over relative to a second layer or, for example, a second reinforcing section. Thus, the reinforcing sections of the reinforcing element form at least two additional layers for reinforcing the fold area, particularly the carcass end, over at least a portion of the fold area.

[0015] In the area radially within the bead core and in the area at a height corresponding to 0.7 to 1.3 times the radial height of the carcass end, the loads and stresses occurring are comparatively low, so that it is advantageous if the carcass end of the tire carcass is arranged radially within the bead core or radially outside the bead core at a height corresponding to 0.7 to 1.3 times the radial height of the carcass end to realize the advantages in the aforementioned area.

[0016] The reinforcing sections of the reinforcing element can be of approximately the same length, so that, in cross-sectional view of the tire, the reinforcing element appears to have at least two layers along its length. The reinforcing sections can also be of different lengths, particularly if one of the reinforcing sections extends with its free end to a height corresponding to 0.7 to 1.3 times the radial height of the carcass end. Thus, the free end can terminate radially within the carcass end, at the same radial height as the carcass end, or radially outside the carcass end. Preferably, the reinforcing sections run substantially parallel to each other.

[0017] The terms “radial”, “within”, “inside”, “below”, “under”, “above”, “outside”, “external”, “axial” and “lateral” each refer to the rotational or longitudinal axis of the vehicle tire or the rim on which the vehicle tire is arranged.

[0018] The first fold of the reinforcing element is understood to be the fold that is arranged in the area of ​​the carcass end or at the carcass end in order to stabilize the fold section, especially at the carcass end.

[0019] Preferably, a first reinforcing section of the reinforcing element is arranged on a side of the bead core facing the bead core, and a second reinforcing section of the reinforcing element is arranged on a side of the bead core facing away from the bead core. In other words, the carcass end of the bead area is spatially positioned between the first and second reinforcing sections of the reinforcing element. The fold thus acts as a kind of cap for the carcass end. Therefore, the reinforcing element creates a cap-like covering or sheathing of the carcass end to stiffen the bead of the pneumatic tire.

[0020] The folding of the reinforcing element prevents sharp edges from coming into direct contact with the rubber material of the pneumatic tire, particularly in areas where stress concentrations occur during operation. Areas to the side of the bead core are especially subject to high loads. Furthermore, the multi-layered design of the reinforcing element increases the bending stiffness of the bead around the bead core and the pivot area. This improves the handling characteristics of the pneumatic tire and allows for rolling over sharp obstacles with high resistance to mechanical damage.

[0021] Alternatively, the reinforcing element is arranged on a side of the bead core facing the bead core or on a side of the bead core facing away from the bead core. Thus, the reinforcing element, which is designed as a multi-layered reinforcement section, strengthens the bead core. The first fold can extend to a height corresponding to 0.7 to 1.3 times the radial height of the carcass end. Preferably, the first fold is arranged at the same radial height as the carcass end.

[0022] The first reinforcement section and / or the second reinforcement section preferably have at least two subsections, wherein two adjacent subsections of the respective reinforcement section are joined together in one piece via a further fold. In other words, the first reinforcement section and / or the second reinforcement section is designed as a multi-part structure. The subsection furthest from the first fold provided between the reinforcement sections comprises or forms the free end of the respective reinforcement section. Each reinforcement section can, in principle, have any number of subsections, wherein any two successive folded sections are joined via a further fold or intermediate fold. In this case, the first reinforcement section and / or the second reinforcement section is designed as a multi-layer structure.

[0023] Regardless of the number of subsections, the subsections with their associated free ends are shaped and guided around the bead core such that the respective free end terminates either radially within the bead core or at a height corresponding to 0.7 to 1.3 times the radial height of the carcass end. The respective reinforcement section can therefore be folded once or multiple times, resulting in a three- or multi-layered structure of the reinforcement element. If two or more folds are provided, they are preferably arranged at a height corresponding to 0.7 to 1.3 times the radial height of the carcass end. Preferably, the folds are arranged at essentially the same radial height.

[0024] If the respective reinforcement section has several subsections, all subsections can be arranged essentially parallel to each other, and any two adjacent subsections can be connected to each other in one piece via a single fold. The subsections can therefore be arranged in a loop-like or meandering pattern relative to each other.

[0025] Preferably, the bead fold of the tire carcass extends radially within the bead core to a height that is at most 0.7 times the radial height of the bead area. The carcass end thus extends to a height that is at most 0.7 times the radial height of the bead area. Similarly, the reinforcing element extends to a height, or the first fold is positioned at a height, that is at most 0.7 times the height of the bead area of ​​the tire carcass. The height of the bead area can be defined by components integrated into the sidewall of the tire. For example, the radial height of the bead area can be defined by the outermost radial point or edge of the outermost core profile. A tire shoulder area can begin at this point, seamlessly connecting the bead area to the central area of ​​the tire carcass.In one embodiment, the fold area extends radially within the bead core, starting at the first fold, to a height corresponding to 0.3 to 0.7 times the radial height of the bead area. Accordingly, the fold is located at a height that corresponds to between 30% and 70% of the radial height of the bead area of ​​the tire carcass.

[0026] The optimal radial height for the carcass end and / or the first and / or a further fold in relation to the bead area can be determined by tests or simulations, in particular choosing a radial height at which comparatively low stresses occur.

[0027] Preferably, core profiles arranged radially outside the bead core are provided in the respective bead area. The core profiles can be arranged all or partially on the tire carcass, with one core profile potentially being in contact with the tire carcass. The number of core profiles can be adapted to the requirements and spatial conditions of the vehicle tire. Core profiles serve to structurally reinforce the vehicle tire. They stabilize the sidewall of the vehicle tire and improve the integrity of the entire vehicle tire, especially under high loads and during high-speed maneuvers. The core profiles protect the bead core and help to distribute stress evenly, preventing damage to the bead area. At least one of the core profiles can be arranged on a side of the bead area facing either the inner liner of the vehicle tire or the side facing away from it.In other words, the respective core profile can be positioned on the inside or outside of the bead area.

[0028] According to one embodiment, the fold area of ​​the tire carcass begins radially within the bead core and extends laterally outwards with respect to the bead area into a space between the bead core and a first core profile, wherein the first core profile is spatially arranged between the bead core and a second core profile. Accordingly, the first fold between the reinforcement sections is located in the space between the bead core and the first core profile. The spatial extent of the multi-layer reinforcement element preferably terminates in the form of the first fold, also in the space between the bead core and the first core profile.

[0029] The terms "laterally outside" and "laterally inside" refer to the interior or inner liner of the vehicle tire or the exterior of the vehicle tire, respectively. Accordingly, the bead area and the reinforcing element run radially inside the bead core and laterally outside on a side of the bead core opposite or away from the inner liner, with the bead area of ​​the tire carcass being located on the opposite side of the bead core, i.e., laterally inside. Therefore, with respect to the bead core, the bead area faces the inner liner of the vehicle tire, i.e., laterally inside, and the bead area and the reinforcing element are partially facing the radially inside rim and partially facing the outside atmosphere or the exterior of the vehicle tire, i.e., partially laterally outside.

[0030] Alternatively, the fold area of ​​the tire carcass begins radially within the bead core and extends laterally outwards with respect to the bead area into a space between the first core profile and a second core profile, with the first core profile being spatially arranged between the bead core and the second core profile. Accordingly, the first fold between the reinforcement sections is located in the space between the first core profile and the second core profile. The spatial extent of the multi-layer reinforcement element preferably terminates in the form of the first fold in the space between the first core profile and the second core profile. With more than two core profiles, the fold area can be located in a space between the first or second core profile and a further core profile.

[0031] Preferably, the first and / or second core profile has a polygonal, particularly triangular, cross-section. It is conceivable that the respective core profile, in cross-section, has one or more straight flanks and / or one or more curved flanks. The outer geometry of the respective core profile can be adapted to its position in the sidewall and to the shape of the vehicle tire, particularly the sidewall, especially to avoid stresses during deformation of the vehicle tire. The core profiles can consist of a rubber compound and / or reinforcing materials, such as textile fibers or steel threads.

[0032] Furthermore, the bead core preferably has a polygonal, in particular hexagonal, cross-section when viewed in cross-section of the vehicle tire. The bead core is at least quadrilateral in cross-section, preferably pentagonal or hexagonal. The bead core can comprise one or more steel wires or cables, rubber, and optionally fillers and / or plasticizers, wherein the bead core is formed into a ring. It is conceivable that the bead core has one or more straight flanks and / or one or more curved flanks in cross-section.

[0033] The information provided above regarding the bead area, the tire carcass's lamination area, and the reinforcement element also applies to a pneumatic tire whose carcass has a bead area, an associated lamination area, and a reinforcement element located at the lamination area on both sidewalls. If both sidewalls of the pneumatic tire have a reinforcement element, the bead and lamination areas, including the elements integrated within them, as well as the reinforcement elements, can be essentially mirror images of each other to achieve a symmetrical design of the pneumatic tire with good stiffness and uniform deformation behavior, particularly in the radial direction. In this sense, a first reinforcement element is located at the first lamination area in the first sidewall, and a second reinforcement element is located at the second lamination area in the second sidewall.It is also conceivable that further reinforcement elements are provided at the first transshipment area and / or at the second transshipment area.

[0034] Further features, advantages, and details of the invention will now be described in more detail with reference to the drawings, which show preferred embodiments of the invention. Fig. 1 a highly schematic cross-sectional representation of a section of a sidewall of a vehicle pneumatic tire according to the invention in the bead area according to a first embodiment of the invention, Fig. 2 a highly schematic cross-sectional representation of a section of the sidewall of the vehicle pneumatic tire according to the invention in the bead area according to a second embodiment of the invention, Fig. 3 a highly schematic cross-sectional representation of a section of the sidewall of the vehicle pneumatic tire according to the invention in the bead area according to a third embodiment of the invention, Fig. 4a a highly schematic cross-sectional representation of a section of the sidewall of the vehicle pneumatic tire according to the invention in the bead area according to a fourth embodiment of the invention, Fig. 4b a highly schematic cross-sectional representation of a section of the sidewall of the vehicle pneumatic tire according to the invention in the bead area according to a fifth embodiment of the invention, Fig. 4c a highly schematic cross-sectional representation of a section of the sidewall of the vehicle pneumatic tire according to the invention in the bead area according to a sixth embodiment of the invention, Fig. 4d a highly schematic cross-sectional representation of a section of the sidewall of the vehicle pneumatic tire according to the invention in the bead area according to a seventh embodiment of the invention, Fig. 4e a highly schematic cross-sectional representation of a section of the sidewall of the vehicle pneumatic tire according to the invention in the bead area according to an eighth embodiment of the invention, Fig. 4f a highly schematic cross-sectional representation of a section of the sidewall of the vehicle pneumatic tire according to the invention in the bead area according to a ninth embodiment of the invention, Fig. 4g a highly schematic cross-sectional representation of a section of the sidewall of the vehicle pneumatic tire according to the invention in the bead area according to a tenth embodiment of the invention, and Fig. 4h a highly schematic cross-sectional representation of a section of the sidewall of the vehicle pneumatic tire according to the invention in the bead area according to an eleventh embodiment of the invention.

[0035] The pneumatic tires 1 designed according to the invention are tires for motor vehicles (not shown here), in particular for multi-track motor vehicles, and preferably radial tires for passenger cars, vans, or light trucks (small vans with a permissible total mass ≤ 3.5 t, light trucks with a permissible total mass ≤ 7.5 t). The pneumatic tire 1 can also be used for agricultural machinery or vehicles, mining vehicles, port vehicles, or the like. Essentially, the pneumatic tire 1 is suitable for all tires whose application requires the use of tire carcasses. These tires can be either radial or non-radial.

[0036] The pneumatic tire 1 shown in each of the figures ideally possesses ideal rotational symmetry, such that it has essentially the same cross-section along its entire circumference. Therefore, the structure of the pneumatic tire 1 according to the invention is described by presenting a highly simplified cross-sectional view, showing only a portion of the right sidewall 2 of the pneumatic tire 1, namely the bead for connecting the pneumatic tire 1 to a rim (not shown here). The opposite, second, or left sidewall of the pneumatic tire 1 can be essentially a mirror image of this. For the sake of simplicity and to avoid repetition, only the right sidewall 2 of the pneumatic tire 1 is described.

[0037] According to the Fig. Sections 1 to 4h of the vehicle pneumatic tire 1 comprise a tire carcass 3 with a bead section 5 arranged in the sidewall 2. The tire carcass 3, also called a radial carcass, is in this case made of steel—in particular steel cables—or a material of similarly high strength. For special applications, it is conceivable to make the tire carcass 3 of the vehicle pneumatic tire 1 from textile, nylon, or hybrid materials whose stiffness is not comparable to that of steel. The bead section 5 is additionally connected in one piece to a bead section 6, which anchors the tire carcass 3 by wrapping around a bead core 4 arranged on the corresponding bead section 5. In other words, in cross-sectional view, the tire carcass 3 is guided in a loop around the bead core 4 and thereby anchored.The bead area 5 extends from the central or shoulder area of ​​the vehicle tire 1 essentially radially – here downwards – to the bead core 4, with the transition area 6 extending from a region 9 radially inside, or here below, the bead core 4 to a carcass end 7 that lies radially outside the bead core 4. The region 9 radially inside the bead core 4 is defined and limited in the axial direction, or longitudinal direction of the vehicle tire 1, by the axial extent of the bead core 4. In this specific case, the transition area 6 extends from region 9 radially inside the bead core 4 to the carcass end 7 to a radial height that is at most 0.7 times the radial height of the bead area 5. The radial height of the bead area 5 is measured radially outwards, here upwards, from the radial end of the sidewall 2 (shown here below).The radial height of the bead area 5 corresponds to the distance between an inner circumference 21 of the side wall 2 and the radially outermost point of the outermost core profile, here the second core profile 11.

[0038] At the transition area 6, a reinforcing element 13 has two reinforcing sections 13a, 13b, which are connected to each other in one piece via a first fold 8. The reinforcing sections 13a, 13b are formed by the first fold 8 and are essentially parallel to each other, with each reinforcing section 13a, 13b having a corresponding free end 15, 16. The reinforcing element 13 reduces stress concentration as well as deformation and strain amplitude at critical points within the bead of the side wall 2. The reinforcing element 13 reinforces and supports the area around the bead core 4.

[0039] The first fold 8 ensures that, on the one hand, the carcass end 7 of the tire carcass 3 is stiffened, and on the other hand, the free ends 15, 16 of the reinforcing element 13 can be guided into areas of the bead where comparatively low stresses and / or no stress spatter occur. Such areas are the section or region 9 radially inside the bead core 4 and the area radially outside the bead core, in particular at a height corresponding to 0.7 to 1.3 times the radial height of the carcass end 7.

[0040] The first fold 8 of the reinforcing element 13 is arranged radially outside the bead core 4 and at a free-terminating carcass end 7 of the tack area 6. The first fold 8 is arranged at a height corresponding to 0.7 to 1.3 times the radial height of the carcass end 7 in order to stiffen the tack area 6, in particular the carcass end 7. The reinforcing element 13 provides multi-layer reinforcement of the tack area 6. Depending on the embodiment, the respective free end 15, 16 of the reinforcing element 13 terminates either in a region 9 radially inside the bead core 4 or at a height corresponding to 0.7 to 1.3 times the radial height of the carcass end 7, preferably approximately the radial height of the carcass end 7.It has been shown that relatively low (bending) stresses occur in region 9 radially within the bead core 4, as well as at a height that corresponds at most to 0.7 times the radial height of the bead area 5 and 0.7 to 1.3 times the radial height of the carcass end 7. The radial height of the carcass end 7 corresponds to the distance between an inner circumference 21 of the sidewall 2 and the radially outermost point of the fold area 6.

[0041] According to the Fig. 1, Fig. 2 to Fig. 3. Radially outside the hexagonal bead core 4, two triangular core profiles 10, 11 are arranged at the respective bead area 5, with a first core profile 10 being spatially arranged between the bead core 4 and a second core profile 11. The core profiles 10, 11 serve to stiffen the bead of the side wall 2.

[0042] After Fig. A first reinforcement section 13a of the reinforcement element 13 is arranged on a side of the helix area 6 facing the bead core 4, and a second reinforcement section 13b of the reinforcement element 13 is arranged on a side of the helix area 6 facing away from the bead core 4. The reinforcement element 13 is thus partially wrapped around the helix area 6 such that the bead core 4 and the first core profile 10 are spatially accommodated between the bead area 5 and the helix area 6. The second core profile 11 is arranged here on a side of the bead area 5 facing away from the inner liner 12 and radially outside the first fold 8 of the reinforcement element 13 and the carcass end 7.

[0043] The turning area 6 of the tire carcass 3 begins radially inside the bead core 4 and extends laterally outwards with respect to the bead area 5 into a space between the first core profile 10 and a second core profile 11.

[0044] The reinforcing element 13 extends radially outwards on the side of the bead core 4 opposite or facing away from the bead area 5, reaching almost to the bead area 5, so that the fold 8 spatially separates the carcass end 7 from the bead area 5. By using the folded reinforcing element 13 in the area of ​​the bead, which is wrapped particularly around the carcass end 7, it is possible to reduce the minimum permissible distance between the carcass end 7 or the fold 8 and the bead area 5. The geometry of the fold area 6 and the position of the core profiles 10, 11 can thus be designed more flexibly. Such a design of the sidewall 2 increases the bending stiffness of the bead and achieves an ideal ply structure and a reduction in the rubber volume required in the bead of the sidewall 2, which in turn can have a positive effect on the rolling resistance of the vehicle tire 1.

[0045] Due to the high bending stiffness of the steel cables of the tire carcass 3, the fold 8 can be formed as a 180° curve with a comparatively small radius. The radius of the fold 8 can be adapted to the spatial conditions. The fold 8 can have a larger radius, especially if further elements are to be incorporated between the reinforcement sections 13a, 13b, or it can be formed in the form of a kink.

[0046] The reinforcing element 13 is shown here partly with a solid line and partly with a dashed line. The solid line shows the simplest embodiment of the reinforcing element 13 with the two reinforcing sections 13a and 13b extending radially within the bead core 4 to region 9. The dashed lines are intended to illustrate that the first reinforcing section 13a and / or the second reinforcing section 13b can be longer and / or have multiple segments. For example, the longer second reinforcing section 13b can be wrapped further around the bead core 4 and extend with its second free end 16 to a radial height approximately 0.7 times the radial height of the carcass end 7.Alternatively or additionally, the first reinforcement section 13a can be subdivided into subsections, in this case a first subsection 13aa and a second subsection 13ab, which are connected to each other via a second fold 17. The first subsection 13aa is wrapped around the bead core 4, such that the second fold 17 is arranged radially outside the bead core 4. Starting from the second fold 17, the second subsection 13ab extends spatially between the fold region 6 and the first subsection 13aa back to region 9 radially inside the bead core 4.

[0047] The Fig. 2 and Fig. 3 show two alternative design forms of the in Fig. 1st variant shown.

[0048] The second embodiment according to Fig. 2 shows, starting from the first embodiment, according to Fig. 1. A reverse folding direction of the first reinforcement section 13a is also possible. Furthermore, the first core profile 10 can be arranged radially outside the bead area 6, so that only the bead core 4 is surrounded by the bead area 6 and the reinforcement element 13. In other words, the bead area 6 of the tire carcass 3 begins radially inside the bead core 4 and extends laterally outwards with respect to the bead area 5 into a space between the bead core 4 and a first core profile 10. Additionally, the second core profile 11 can be arranged on a side of the bead area 5 facing the inner liner 12.

[0049] The third embodiment according to Fig. 3 shows, starting from the first embodiment, according to Fig. 1. The first reinforcement section 13a can be folded outwards instead of inwards. Furthermore, the second core profile 11 can be arranged on a side of the bead area 5 facing the inner liner 12. In addition, the first and second core profiles 10, 11 can be arranged overlapping in the radial direction, with the carcass end 7 and the reinforcement element 13 with the first fold 8 passing laterally past the bead core 4 and the core profiles 10, 11 in the area of ​​an outer surface 14 of the sidewall 2 and extending substantially radially in this area.

[0050] The examples of implementation according to Fig. 1 to Fig. The three can be combined in any way. For the advantages, please refer to the explanations above.

[0051] Based on the simplified representations of side wall 2 according to the Fig. Figures 4a to 4h are intended to clarify that the reinforcing sections 13, in particular any subsections 13aa, 13ab, 13ba, 13bb, can be designed and arranged differently, with the free ends 15, 16 in any case terminating either in region 9 or radially outside the bead core 4, in particular at a height corresponding to 0.7 to 1.3 times the radial height of the carcass end 7. For the sake of simplicity, a representation of the core profiles 10, 11 is omitted here. However, these can be described according to one of the embodiments shown. Fig. 1, Fig. 2 to Fig. 3 and arranged accordingly in the side wall 2 and radially outside the bead core 4. Alternatively, one or both core profiles 10, 11 can be omitted.

[0052] After Fig. 4a The reinforcing element 13 is arranged on a side of the bead core 4 facing the bead core 4 and on a side of the bead core 4 opposite the inner liner 12. In other words, the reinforcing sections 13a, 13b are spatially arranged between the bead core 4 and the bead core 6 with the carcass end 7, with the fold 8 being located at a height approximately 1.1 to 1.2 times the radial height of the carcass end 7. The free ends 15, 16 of the reinforcing element 13 and of the respective reinforcing section 13a, 13b extend radially within – here below – the bead core 4 in the region 9. The folded reinforcement element 13 between the bead core 4 and the overlap area 6 increases the bending stiffness of the bead and reduces the concentration of stress or strain at the carcass end 7.

[0053] After Fig. 4b The first reinforcing section 13a of the reinforcing element 13 is arranged on a side of the overlap area 6 facing the bead core 4, and the second reinforcing section 13b of the reinforcing element 13 is arranged on a side of the overlap area 6 facing away from the bead core 4. Furthermore, the reinforcing element 13 is arranged on a side of the bead core 4 opposite or away from the inner liner 12. This embodiment is a simplified representation of the exemplary embodiments according to Fig. 1, Fig. 2 to Fig. 3. The ends 15, 16 of the reinforcing element 13 are arranged radially within – here below – the bead core 4 in region 9, or extend freely in region 9. This reinforcement not only increases the bending stiffness of the bead, but also limits the critical point at the carcass end 7, so that the loads are distributed more evenly over the entire bead.

[0054] According to the sixth embodiment Fig. In 4c, the extension of the reinforcing element 13 around the bead core 4 is mirrored. In other words, the reinforcing element 13 is arranged on a side of the bead core 4 facing the bead core 4, specifically on a side of the bead core 4 facing the inner liner 12. The ends 15, 16 of the reinforcing element 13 are arranged radially inside—here below—the bead core 4 in region 9. The first fold 8 of the reinforcing element 13 is shaped and arranged radially outside the bead core 4 such that it is positioned in the region of the carcass end 7 to support the bead core 6 in the region of the carcass end 7.

[0055] The seventh embodiment according to Fig. Figure 4d discloses that the reinforcing element 13 can also be arranged on a side of the bead core 4 facing away from the bead core 4. In this embodiment, the first reinforcing section 13a of the reinforcing element 13 is spatially arranged between the bead core 6 of the tire carcass 3 and the second reinforcing section 13b of the reinforcing element 13, wherein the first free end 15 of the reinforcing element 13 is located approximately at the radial height of the first fold 8 or the carcass end 7, and the second free end 16 of the reinforcing element 13 is located radially inside the bead core 4 in the region 9. It is also conceivable that the second free end 16 of the reinforcing element 13 ends at a height corresponding to 0.7 to 1.3 times the radial height of the carcass end 7, and that the first free end 15 of the reinforcing element 13 ends radially inside the bead core 4 in the area 9.Furthermore, it is conceivable that both free ends 15, 16 extend radially outside the bead core 4 at approximately the same radial height. The folding of the reinforcing element 13 can also occur in the reverse direction, so that the shorter second reinforcing section 13b runs spatially between the bead core 4 and the first reinforcing section 13a.

[0056] The eighth embodiment according to Fig. 4e is essentially identical to the embodiment according to Fig. 4b is designed with the difference that the second reinforcing section 13b of the reinforcing element 13 is longer, such that the second reinforcing section 13b extends around the bead core 4 and the fold area 6 to approximately the radial height of the first fold 8 or the carcass end 7. Alternatively or additionally, the first reinforcing section 13a of the reinforcing element 13 can also be longer than in the variant according to Fig. 4b must be designed.

[0057] After Fig. In section 4f, the reinforcing element 13 is arranged on a side of the bead core 4 facing away from the bead core 4, with the first reinforcing section 13a of the reinforcing element 13 extending spatially between the bead core 6 of the tire carcass 3 and the second reinforcing section 13b of the reinforcing element 13. The folding can also occur in the reverse direction. The first free end 15 of the first reinforcing section 13a terminates on a side of the bead core 4 facing away from the inner liner 12 at a radial height approximately 0.7 times the radial height of the carcass end 7. A line 18 illustrates that the first free end 15 can also be shorter, such that it terminates radially within the bead core 4 in region 9.The first reinforcement section 13a extends around the bead core 4 to the first fold 8, which is located at a height corresponding to 1.2 to 1.3 times the radial height of the carcass end 7. The first fold 8 and the bead area 5 are shaped such that the area around the carcass end 7 is reinforced and the carcass end 7 is supported. Thus, the first fold 8 is located radially outside the bead core 4 at the freely extending carcass end 7.

[0058] The second reinforcement section 13b extends from the first fold 8 around a portion of the bead area 6 and back through the first reinforcement section 13b to the area 9 radially within the bead core 4, where the second free end 16 is located. The dashed line 19 at the second free end 16 indicates that the second reinforcement section 13b, or the second free end 16, may extend further to the radial height of the first free end 15, or the carcass end 7.

[0059] According to a tenth embodiment according to Fig. 4g The first reinforcing section 13a of the reinforcing element 13 is arranged on a side of the transition area 6 facing the bead core 4, and the second reinforcing section 13b of the reinforcing element 13 is arranged on a side of the transition area 6 facing away from the bead core 4. Analogous to Fig. 4b and Fig. 4e The carcass end 7 is thus surrounded or enveloped by the reinforcing element 13. In this embodiment, the second free end 16 extends radially inside the bead core 4 up to the region 9. The additional line 20 at the second free end 16 indicates that the second reinforcing section 13b, or the second free end 16, can also extend radially outside the bead core 4 to a height corresponding to 0.7 to 1.3 times the radial height of the carcass end 7.

[0060] The first reinforcement section 13a has two subsections 13aa and 13ab, with the second subsection 13ab being spatially arranged between the bead core 4 and the first subsection 13aa, and with the first free end 15 extending radially within the bead core 4 in region 9. Thus, the reinforcement element 13 is folded on both sides of the bead core 4. A reversed folding direction for the second fold 17 is also conceivable. The first and second folds 8 and 17 can be arranged approximately or exactly at the same radial height to reinforce the overlap area 6, particularly at the carcass end 7, or to stiffen the bead.

[0061] According to an eleventh embodiment Fig. 4h, the first reinforcement section 13a of the reinforcement element 13 is arranged on a side of the transition area 6 facing the bead core 4, and the second reinforcement section 13b of the reinforcement element 13 is arranged on a side of the transition area 6 facing away from the bead core 4. Analogous to Fig. 4b, Fig. 4e and Fig. In this embodiment, the carcass end 7 is thus surrounded or enveloped by the reinforcing element 13. The first free end 15 extends radially inside the bead core 4 up to region 9. The second reinforcing section 13b has two subsections 13ba and 13bb, with the first subsection 13ba being spatially arranged between the bead core 4 and the second subsection 13bb, and the second free end 16 extending radially inside the bead core 4 in region 9. The reinforcing element 13 is therefore folded on both sides of the bead core 4.

[0062] It is conceivable to fold the second fold in the opposite direction. The first and second folds 8, 17 can be arranged at approximately or exactly the same radial height to reinforce the fold area 6, particularly at the carcass end 7, or to stiffen the bead. The additional line 20 at the second free end 16 illustrates that the second reinforcing section 13b, the second subsection 13bb, or the second free end 16 can also extend radially outside the bead core 4, in particular to a radial height corresponding to 0.7 to 1.3 times the radial height of the carcass end 7.

[0063] It should be explicitly noted that the embodiments described here can be combined. For example, the position and shape of the core profiles 10, 11 can be adapted to the requirements and spatial conditions. In particular, one of the core profiles 10, 11, especially the second core profile 11, can be arranged on a side of the bead area 5 of the tire carcass 3 facing the inner liner 12 or on the side of the bead area 5 facing away from the inner liner 12, wherein the bead area 5 of the tire carcass 3 is designed accordingly and guided in the sidewall 2. The shape, especially the outer geometry, of the bead core 4 and / or the core profiles 10, 11 can be adapted to the requirements, the spatial conditions, and the shape of the vehicle tire 1, especially the sidewall 2.For example, a flank of the bead core 4 and / or the core profile 10, 11 can be curved, in particular having a semicircular contour. It is also conceivable to design the vehicle pneumatic tire 1 entirely without core profiles, analogous to the illustrations according to [reference]. Fig. 4a to 4h. The number of core profiles can be adapted to the requirements of the vehicle pneumatic tire 1, whereby the radial height of the bead area 5 can, in this case, be defined by other parameters of the sidewall 2. The folding direction of the folds 8, 17 shown in the exemplary embodiments is to be understood as merely illustrative. Naturally, the respective folding direction can be adapted to the requirements and / or the design of the vehicle pneumatic tire, in particular the internally arranged parts and elements.

[0064] Naturally, the vehicle pneumatic tire 1 may comprise further components that are not shown or described herein, but which are nevertheless integrated into or arranged on the vehicle pneumatic tire 1, in particular in the sidewall 2, preferably in the bead of the sidewall 2. For example, rubber components or the like that have a smaller volume than the core profiles and / or the bead core 4 may be provided. Reference symbol list 1 vehicle pneumatic tire 2 side wall 3 tire carcass 4 bead core 5 bead area 6 Turnover area 7 Carcass ends 8 First fold 9 Area radial within the bead core 10 First core profile 11 Second core profile 12 Innerliner 13 Reinforcing element 13a First reinforcement section 13b Second reinforcement section 13aa First subsection of the first reinforcement section 13ab Second subsection of the first reinforcement section 13ba First subsection of the second reinforcement section 13bb Second subsection of the second reinforcement section 14 Outside of the side wall 15 First free end of the reinforcement element 16 Second free end of the reinforcement element 17 Second fold 18 Break line 19 Dashed line Line 20 21 Inner circumference of the side wall

Claims

[1] Vehicle pneumatic tire (1) comprising two sidewalls (2) connected to each other via a tread, and a tire carcass (3) with bead areas (5) arranged in the sidewalls (2), wherein the first and / or second bead area (5) is additionally connected to a relative outer helix area (6) which anchors the tire carcass (3) by wrapping around a bead core (4) arranged on the corresponding bead area (5), wherein a reinforcing element (13) with two mutually folded reinforcing sections (13a, 13b) and two free ends (15, 16) is arranged in the area of ​​the helix area (6), such that a first fold (8) of the reinforcing element (13) is arranged radially outside the bead core (4) and at a free carcass end (7) of the helix area (6), and wherein the respective free end (15,16) of the reinforcing element (13) either ends in a region (9) radially within the bead core (4) or at a height corresponding to 0.7 to 1.3 times the radial height of the carcass end (7). [2] Vehicle pneumatic tires according to claim 1, characterized by , that a first reinforcing section (13a) of the reinforcing element (13) is arranged on a side of the transition area (6) facing the bead core (4) and a second reinforcing section (13b) of the reinforcing element (13) is arranged on a side of the transition area (6) facing away from the bead core (4). [3] Vehicle pneumatic tires according to claim 1, characterized by , that the reinforcing element (13) is arranged on a side of the transition area (6) facing the bead core (4) or on a side of the transition area (6) facing away from the bead core (4). [4] Vehicle pneumatic tires according to one of the preceding claims, characterized by, that the reinforcement sections (13a, 13b) run essentially parallel to each other. [5] Vehicle pneumatic tires according to any one of the preceding claims, characterized by , that the first reinforcement section (13a) and / or the second reinforcement section (13b) has at least two subsections (13aa, 13ab, 13ba, 13bb), wherein two adjacent subsections (13aa, 13ab, 13ba, 13bb) of the respective reinforcement section (13a, 13b) are joined together in one piece via a further fold (17). [6] Vehicle pneumatic tires according to any one of the preceding claims, characterized by , that the turning area (6) of the tire carcass (3) extends radially within the bead core (4) starting to a height which is at most 0.7 times the radial height of the bead area (5). [7] Vehicle pneumatic tires according to any one of the preceding claims, characterized by, that furthermore core profiles (10, 11) arranged radially outside the bead core (4) are provided at the respective bead area (5). [8] Vehicle pneumatic tires according to claim 7, characterized by , that the turning area (6) of the tire carcass (3) begins radially inside the bead core (4) and extends laterally outside with respect to the bead area (5) into a space between the bead core (4) and a first core profile (10), wherein the first core profile (10) is spatially arranged between the bead core (4) and a second core profile (11). [9] Vehicle pneumatic tires according to claim 7, characterized by, that the turning area (6) of the tire carcass (3) begins radially inside the bead core (4) and extends laterally outside with respect to the bead area (5) into a space between the first core profile (10) and a second core profile (11), wherein the first core profile (10) is spatially arranged between the bead core (4) and the second core profile (11). [10] Vehicle pneumatic tires according to any one of the preceding claims, characterized by , that a first reinforcing element (13) is arranged in the first side wall (2) at the first transfer area (6) and a second reinforcing element is arranged in the second side wall at the second transfer area.

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